JPH0523210B2 - - Google Patents

Info

Publication number
JPH0523210B2
JPH0523210B2 JP63104422A JP10442288A JPH0523210B2 JP H0523210 B2 JPH0523210 B2 JP H0523210B2 JP 63104422 A JP63104422 A JP 63104422A JP 10442288 A JP10442288 A JP 10442288A JP H0523210 B2 JPH0523210 B2 JP H0523210B2
Authority
JP
Japan
Prior art keywords
clutch
friction clutch
liquid friction
rear axle
power transmission
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
JP63104422A
Other languages
Japanese (ja)
Other versions
JPS63284027A (en
Inventor
Rantsueru Heriberuto
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Steyr Daimler Puch AG
Original Assignee
Steyr Daimler Puch AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Steyr Daimler Puch AG filed Critical Steyr Daimler Puch AG
Publication of JPS63284027A publication Critical patent/JPS63284027A/en
Publication of JPH0523210B2 publication Critical patent/JPH0523210B2/ja
Granted legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/348—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed
    • B60K17/35—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed including arrangements for suppressing or influencing the power transfer, e.g. viscous clutches
    • B60K17/3505—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed including arrangements for suppressing or influencing the power transfer, e.g. viscous clutches with self-actuated means, e.g. by difference of speed
    • B60K17/351—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed including arrangements for suppressing or influencing the power transfer, e.g. viscous clutches with self-actuated means, e.g. by difference of speed comprising a viscous clutch
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D35/00—Fluid clutches in which the clutching is predominantly obtained by fluid adhesion
    • F16D35/005—Fluid clutches in which the clutching is predominantly obtained by fluid adhesion with multiple lamellae
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/19—Gearing
    • Y10T74/19633—Yieldability in gear trains

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)
  • Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)

Description

【発明の詳細な説明】 〔産業上の利用分野〕 本発明は、駆動される前車軸及び後車軸と、後
車軸へ至る動力伝達路に設けられる液体摩擦クラ
ツチと、この液体摩擦クラツチに直列に付属して
後車軸回転数を下回る前車軸回転数で係合解除す
る一方向クラツチとを有する、自動車用駆動装置
に関する。[Detailed Description of the Invention] [Field of Industrial Application] The present invention relates to a front axle and a rear axle to be driven, a liquid friction clutch provided in a power transmission path leading to the rear axle, and a liquid friction clutch connected in series with the liquid friction clutch. The present invention relates to a motor vehicle drive system having an associated one-way clutch which disengages at a front axle speed below the rear axle speed.

〔従来の技術〕[Conventional technology]

このような駆動装置は既に公知である（ドイツ
連邦共和国特許出願公開第3317247号明細書）。こ
こで一方向クラツチは、制動の際後車軸へ至る動
力伝達路を自動的に遮断して、制動により生ずる
前輪の回転数の減少が動力伝達路を介して後輪へ
伝達されないようにしている。後退走行の際も後
輪を駆動するためには、一方向クラツチを短絡す
ることが必要で、そのためこれまでは、後退速段
を入れる毎に操作される特別な装置が設けられて
いる。 Such a drive device is already known (German Patent Application No. 33 17 247). Here, the one-way clutch automatically shuts off the power transmission path to the rear axle during braking, so that the decrease in rotational speed of the front wheels caused by braking is not transmitted to the rear wheels via the power transmission path. . In order to drive the rear wheels even when driving in reverse, it is necessary to short-circuit the one-way clutch, which is why up to now a special device has been provided, which is activated each time the reverse gear is engaged.

後車軸へ至る動力伝達路に液体摩擦クラツチを
含む車両において、狭い曲り道を走行する際、か
じ取りされる前輪は、かじ取りされない後輪より
大きい半径の軌道を描いて進行するので、後輪よ
り速く回転する。一方向クラツチの自動的短絡が
行なわれると、前車輪と後車輪との速度差、従つ
て液体摩擦クラツチの内側薄板と外側薄板との速
度差が、それぞれ両方の車軸へ至る２つの動力伝
達路に歪みトルクを生ずる。かじ取りされる前輪
の懸架機構を介して、この歪みトルクがかじ取り
ハンドルにおける大きいかじ取り力として感じら
れる。従つて狭い曲り道を比較的頻繁に走行する
際、前述したように後退走行毎に一方向クラツチ
を自動的に短絡する構成は、増大するかじ取力の
ため、運転者にとつて特に好ましくない。 When driving on a narrow curve in a vehicle that includes a liquid friction clutch in the power transmission path to the rear axle, the steered front wheels travel faster than the rear wheels because they follow a trajectory with a larger radius than the non-steered rear wheels. Rotate. When automatic short-circuiting of the one-way clutch takes place, the speed difference between the front and rear wheels, and therefore between the inner and outer laminae of the liquid friction clutch, is divided into two power transmission paths to both axles respectively. produces distortion torque. Via the suspension of the steered front wheels, this distortion torque is felt as a large steering force at the steering wheel. Therefore, when driving relatively frequently on narrow curved roads, the above-mentioned configuration in which the one-way clutch is automatically shorted every time the vehicle reverses is not particularly desirable for the driver due to the increased steering force. .

特定の運転状態では、トルクが粘性液体に生ず
るせん断力により伝達されるだけでなく、クラツ
チ薄板間の混合摩擦によつても伝達されるよう
に、液体摩擦クラツチを構成することも実際に公
知である。この運転状態における薄板の摩耗を少
なくするため、薄板の充分な枚数又は寸法だけで
なく、薄板の特別な形状及び表面被覆も必要であ
るが、それにより普通に簡単に打抜かれる薄板に
比較して製造費がかなり上昇する。更に液体摩擦
クラツチが混合摩擦を伴う運転状態に達するま
で、自動車の前車軸に大きいタイヤ滑りが生じ、
それにより車両の側方案内が悪化する。 It is also known in practice to construct liquid friction clutches in such a way that, in certain operating conditions, the torque is transmitted not only by the shear forces occurring in the viscous liquid, but also by mixed friction between the clutch plates. be. In order to reduce the wear of the sheets in this operating condition, not only a sufficient number or size of the sheets, but also a special shape and surface coating of the sheets are required, which compared to normally easily punched sheets. This will significantly increase manufacturing costs. Furthermore, until the liquid friction clutch reaches operating conditions with mixed friction, there will be significant tire slippage on the front axle of the vehicle.
This worsens the lateral guidance of the vehicle.

〔発明が解決しようとする課題〕[Problem to be solved by the invention]

従つて本発明の基礎になつている課題は、これ
らの欠点を除去し、最初にあげた駆動装置を改良
して、後退走行の際大きいかじ取り力となるおそ
れがなく、液体摩擦クラツチにおける混合摩擦の
運転状態をもはや不要にすることである。 The object of the present invention is therefore to eliminate these drawbacks and to improve the drive system mentioned at the outset, such that there is no risk of large steering forces during reversing, and there is no need to worry about mixed friction in the liquid friction clutch. The goal is to make the operating state of the vehicle no longer necessary.

〔課題を解決するための手段〕[Means to solve the problem]

この課題を解決するため本発明によれば、負荷
のかかつた状態で切換え可能で液体摩擦クラツチ
及び一方向クラツチを短絡する付加クラツチが設
けられて、液体摩擦クラツチの液体温度又は前進
走行及び後退走行の際における前車軸と後車軸と
の回転数差に関係して、自動的に係合可能であ
る。 In order to solve this problem, according to the invention, an additional clutch is provided which can be switched under load and short-circuits the liquid friction clutch and the one-way clutch, thereby controlling the liquid temperature of the liquid friction clutch or the forward and reverse travel. Automatic engagement is possible in relation to the difference in rotational speed between the front axle and the rear axle during this time.

〔発明の効果〕〔Effect of the invention〕

本発明によれば、後退走行の際一方向クラツチ
が係合を解除され、従つて普通の道路状態では車
両が前輪駆動のみで動かされるので、一方向クラ
ツチを短絡する場合におけるような大きいかじ取
り力は生じない。一方前輪が滑つて後輪より高い
回転数で回転し、液体摩擦クラツチに大きい回転
数差が生ずると、始めて付加クラツチが係合し
て、その時に必要な望ましい固定的全輪駆動が直
ちに行なわれる。液体摩擦クラツチの高い液体温
度でも付加クラツチが係合するので、液体摩擦ク
ラツチの過熱が防止され、従つて液体摩擦クラツ
チを混合摩擦運転用に設計する必要がなく、これ
により液体摩擦クラツチの技術的費用が減少す
る。付加クラツチの自動的な係合は、液体摩擦ク
ラツチにある温度センサにより開始可能である。
後退走行の際機関の絞り弁の適当な位置も、後退
走行用開閉器と共に、付加クラツチの自動的な係
合に利用可能である。付加クラツチを係合させる
別の影響量として、液体摩擦クラツチの前後にお
ける動力伝達路を回転数差をかじ取り角で補正し
たものを使用することができる。 According to the invention, when driving in reverse, the one-way clutch is disengaged, so that in normal road conditions the vehicle is driven only with front wheel drive, so that high steering forces, such as in the case of short-circuiting the one-way clutch, are avoided. does not occur. On the other hand, if the front wheels slip and rotate at a higher RPM than the rear wheels, creating a large speed difference in the liquid friction clutch, the additional clutch engages and immediately provides the desired fixed all-wheel drive required at that time. . Since the additional clutch is engaged even at high liquid temperatures in the liquid friction clutch, overheating of the liquid friction clutch is prevented and therefore there is no need to design the liquid friction clutch for mixed friction operation, which reduces the technical advantages of the liquid friction clutch. Costs are reduced. Automatic engagement of the additional clutch can be initiated by a temperature sensor located on the liquid friction clutch.
During reversing, the appropriate position of the engine throttle valve, together with the reversing switch, is also available for automatic engagement of the additional clutch. A further influence on the engagement of the additional clutch can be the power transmission path before and after the liquid friction clutch, with the rotational speed difference corrected by the steering angle.

〔実施例〕〔Example〕

図面には本発明の実施例が示されている。 An exemplary embodiment of the invention is shown in the drawing.

第１図によれば、機関１から動力伝達路を介し
て前車軸３及び後車軸４が駆動され、動力伝達路
には、液体摩擦クラツチと一方向クラツチと負荷
のかかつた状態で切換え可能な付加クラツチとか
ら成る構造単位５が設けられている。 According to FIG. 1, a front axle 3 and a rear axle 4 are driven from an engine 1 via a power transmission path, and the power transmission path includes a liquid friction clutch and a one-way clutch that can be switched under load. A structural unit 5 consisting of an additional clutch is provided.

普通の前進走行では、動力伝達路の第１の部分
を形成する駆動軸２にねじ止めされる中間軸６か
ら、係合している一方向クラツチ７例えば伝動ロ
ーラフリーホイールを介して、液体摩擦クラツチ
９のボス８従つて１組の内側薄板１０が駆動され
る。外側薄板１１からトルクがドラム状クラツチ
ハウジング１２へ伝達され、このクラツチハウジ
ング１２が従動軸又は動力伝達路の第２の部分を
形成する軸２ａに固定的に結合されている。前進
走行において制動が行なわれると、安定性の理由
から規定されている制動力分配により、前車軸３
が後車軸４より強く制動され、従つて前輪が低い
回転数で回転し、それにより一方向クラツチ７が
係合解除されて、低い前車軸回転数が後車軸４へ
伝達されるのを防止する。 In normal forward travel, fluid friction is transferred from an intermediate shaft 6 screwed to the drive shaft 2 forming the first part of the power transmission path via an engaged one-way clutch 7, for example a transmission roller freewheel. The boss 8 of the clutch 9 and thus the set of inner plates 10 are driven. The torque is transmitted from the outer plate 11 to a drum-shaped clutch housing 12, which is fixedly connected to a driven shaft or shaft 2a forming the second part of the power transmission path. When braking occurs when driving forward, the brake force distribution defined for stability reasons causes the front axle 3 to
is braked more strongly than the rear axle 4, so that the front wheel rotates at a lower speed, thereby disengaging the one-way clutch 7 and preventing the lower front axle speed from being transmitted to the rear axle 4. .

例えば前車軸３の車輪が滑つて、後車軸４に大
きいトルクが生ずると、通常はそれに応じて高い
回転数差が液体摩擦クラツチ９に生じ、軸２と従
動軸２ａの回転数の測定と回転数差形成により制
御量を得て、付加クラツチ１３の係合に利用する
ことができる。即ち中間軸６は、負荷のかかつた
状態で切換え可能な付加クラツチ１３として役立
つ多板クラツチの内側薄板用のボス１４をも形成
し、この多板クラツチの外側薄板は液体摩擦クラ
ツチ９のハウジング１２にかみ合い係合してい
る。供給導管１５を介して圧油を供給されるピス
トン１６によつて、押圧板１７は多板クラツチ１
３の内側薄板と外側薄板とを相互圧縮するように
動かされる。付加クラツチ１３が係合すると、ト
ルクが軸２から中間軸６、付加クラツチ１３の内
側薄板及び外側薄板、及び共通なハウジング１２
を経て従動軸２ａへ伝達され、一方向クラツチ７
及び液体摩擦クラツチ９がトルクなしになること
は明らかである。後退走行では、反転する回転方
向と一方向クラツチ７とのため、ピストン１６の
圧油印加により多板クラツチ１３が係合せしめら
れる時にのみ、トルク伝達が行なわれる。ピスト
ン１６への圧油印加は、種々の制御量例えば液体
摩擦クラツチの温度により影響を受ける図示しな
い制御ピストンから行なわれる。 For example, if a wheel on the front axle 3 slips and a large torque is generated on the rear axle 4, a correspondingly high rotational speed difference will normally occur in the liquid friction clutch 9, which will cause the rotational speed measurement and rotation of the shaft 2 and the driven shaft 2a. Due to the differential formation, a control variable can be obtained and used for the engagement of the additional clutch 13. The intermediate shaft 6 thus also forms a boss 14 for the inner lamella of a multi-disc clutch, which serves as an additional clutch 13 which can be switched under load, the outer lamina of which is connected to the housing 12 of the liquid friction clutch 9. They are interlockingly engaged. By means of a piston 16 supplied with pressure oil via a supply conduit 15, the pressure plate 17 is connected to the multi-plate clutch 1.
The inner and outer laminae of 3 are moved into mutual compression. When the additional clutch 13 is engaged, torque is transferred from the shaft 2 to the intermediate shaft 6, to the inner and outer laminae of the additional clutch 13, and to the common housing 12.
is transmitted to the driven shaft 2a through the one-way clutch 7.
It is clear that the liquid friction clutch 9 becomes torqueless. In reverse driving, due to the reversing direction of rotation and the one-way clutch 7, torque transmission takes place only when the multi-plate clutch 13 is engaged by the application of pressure oil to the piston 16. The application of pressure oil to the piston 16 takes place from a control piston, not shown, which is influenced by various control variables, such as the temperature of the fluid friction clutch.

【図面の簡単な説明】[Brief explanation of the drawing]

第１図は自動車の全体図、第２図はクラツチに
より動力伝達路に形成される構造単位の断面図で
ある。 ２……動力伝達路、３……前車軸、４……後車
軸、７……切離しクラツチ（一方向クラツチ）、
９……液体摩擦クラツチ、１３……付加クラツ
チ。 FIG. 1 is an overall view of the automobile, and FIG. 2 is a sectional view of a structural unit formed in a power transmission path by a clutch. 2...Power transmission path, 3...Front axle, 4...Rear axle, 7...Disengagement clutch (one-way clutch),
9...Liquid friction clutch, 13...Additional clutch.

Claims (1)

【特許請求の範囲】[Claims] １ 駆動される前車軸及び後車軸と、後車軸へ至
る動力伝達路に設けられる液体摩擦クラツチと、
この液体摩擦クラツチに直列に付属して後車軸回
転数を下回る前車軸回転数で係合解除する一方向
クラツチとを有するものにおいて、負荷のかかつ
た状態で切換え可能で液体摩擦クラツチ９及び一
方向クラツチ７を短絡する付加クラツチ１３が設
けられて、液体摩擦クラツチ９の液体温度又は前
進走行及び後退走行の際における前車軸３と後車
軸４との回転数差に関係して、自動的に係合可能
であることを特徴とする、自動車用駆動装置。1. A front axle and a rear axle to be driven, and a liquid friction clutch provided in a power transmission path leading to the rear axle,
A one-way clutch is attached in series to the liquid friction clutch and disengages at a front axle rotation speed lower than the rear axle rotation speed, and the liquid friction clutch 9 and one-way clutch are switchable under load. An additional clutch 13 is provided which short-circuits the clutch 7 and automatically engages it as a function of the fluid temperature of the fluid friction clutch 9 or the speed difference between the front axle 3 and the rear axle 4 during forward and reverse travel. A drive device for an automobile, characterized in that it can be integrated.
JP63104422A 1987-04-28 1988-04-28 Drive for automobile Granted JPS63284027A (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT1050/87 1987-04-28
AT0105087A AT395396B (en) 1987-04-28 1987-04-28 DRIVE ARRANGEMENT FOR MOTOR VEHICLES WITH DRIVED FRONT AND REAR AXLES

Publications (2)

Publication Number Publication Date
JPS63284027A JPS63284027A (en) 1988-11-21
JPH0523210B2 true JPH0523210B2 (en) 1993-04-02

Family

ID=3505502

Family Applications (1)

Application Number Title Priority Date Filing Date
JP63104422A Granted JPS63284027A (en) 1987-04-28 1988-04-28 Drive for automobile

Country Status (6)

Country Link
US (1) US4842111A (en)
JP (1) JPS63284027A (en)
AT (1) AT395396B (en)
DE (1) DE3814472A1 (en)
GB (1) GB2205623B (en)
IT (1) IT1217219B (en)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2669650B2 (en) * 1988-07-07 1997-10-29 豊田工機株式会社 Driving force transmission device
DE3830200C1 (en) * 1988-09-06 1989-11-16 Viscodrive Gmbh, 5204 Lohmar, De
DE3835884A1 (en) * 1988-10-21 1990-04-26 Opel Adam Ag Motor vehicle with a self-locking hydrostatic planetary gearing
DE3844307A1 (en) * 1988-12-30 1990-07-05 Opel Adam Ag Motor vehicle with a hydrostatic differential lock
JP2536144B2 (en) * 1989-04-07 1996-09-18 トヨタ自動車株式会社 Power transmission mechanism
DE4020030A1 (en) * 1990-06-23 1992-01-09 Dornier Gmbh Lindauer Weft shear for loom - has independent drive mechanism, allowing pneumatically driven shear blade to act independently of loom motion
JPH04151029A (en) * 1990-10-11 1992-05-25 Toyoda Mach Works Ltd Driving power transmission device

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS59179425A (en) * 1983-03-28 1984-10-12 Nissan Motor Co Ltd Four-wheel-drive car
JPS60172764A (en) * 1983-10-25 1985-09-06 アメリカン　モ−タ−ズ　コ−ポレ−シヨン Drive line for vehicle having viscous clutch
JPS6138226A (en) * 1984-07-18 1986-02-24 ヴィスコドライヴ・ゲゼルシャフト・ミット・ベシュレンクテル・ハフツング Automatic regulating clutch

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JPS60172764A (en) * 1983-10-25 1985-09-06 アメリカン　モ−タ−ズ　コ−ポレ−シヨン Drive line for vehicle having viscous clutch
JPS6138226A (en) * 1984-07-18 1986-02-24 ヴィスコドライヴ・ゲゼルシャフト・ミット・ベシュレンクテル・ハフツング Automatic regulating clutch

Also Published As

Publication number Publication date
GB2205623A (en) 1988-12-14
DE3814472C2 (en) 1991-07-04
GB2205623B (en) 1990-09-19
US4842111A (en) 1989-06-27
JPS63284027A (en) 1988-11-21
DE3814472A1 (en) 1988-11-10
IT1217219B (en) 1990-03-14
IT8820355A0 (en) 1988-04-28
GB8810090D0 (en) 1988-06-02
ATA105087A (en) 1992-05-15
AT395396B (en) 1992-12-10

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